2023 Ram 2500 Longhorn on 2040-cars

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Peugeot E-Boxer seems like it would make a nice electric Ram ProMaster

Though electric cars, and especially pickup trucks, are the hot zero-emissions battlefield, there's another sector that's heating up: commercial vans. Startups such as Rivian and Bollinger have announced plans for vans, and Ford has shown a prototype of an electric Transit. It seems Stellantis is slightly ahead of the curve, though, as it has revealed details of its electric vans with the Peugeot E-Boxer. And the reason you should care is that the E-Boxer and gas-powered Boxer are nearly identical to the American-market Ram ProMaster and Italian Fiat Ducato. Powering the E-Boxer is a single electric motor at the front. It's not particularly powerful with just 122 ponies, but it has a more respectable 192 pound-feet of torque. Top speed is limited to 68 mph, which would probably need to be raised if these vans were offered in the U.S. Supplying power is one of two available battery packs: The shorter models get a 37-kWh battery that is rated for 124 miles of range on the WLTP cycle; longer models get a 70-kWh battery rated by WLTP for 211 miles. Those numbers would likely be lower in American EPA testing. While the range isn't incredible, enormous range likely isn't as important for delivery vans that might operate locally. These vans also come with DC fast charging in case more range is needed quickly. Though not quick, the Peugeot E-Boxer doesn't sacrifice on practicality. No cargo space is sacrificed for the electric powertrain, so you can fit just as much into one as a similarly configured gas model. Payload capacity is comparable to the gas vans, even the V6 ProMaster, too, with a maximum of 4,167 pounds. This number does vary based on configuration, just like cargo space. Peugeot will offer it in four different lengths with three roof heights as well as chassis and cutaway cab models. So it's just as configurable as the regular version. With some adjustment to how quick the E-Boxer can go, it would seem like it could be offered in the U.S. and beat some competitors to the punch. It's all built on the existing Ram ProMaster platform that we get here. And electric power would seem appealing to businesses that need delivery vans: lower fuel and maintenance costs. Time will tell if Stellantis sees things the same way. Related Video: This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings. 2018 Volkswagen California Review

Ram fiddles with 1500 Classic options sheet for 2022

Mopar Insiders took a peek at early order guides for the 2022 Ram 1500 Classic, spotting tweaks to the options list that feel like responses to customer requests. The basic run-of-show doesn't change, next year's Classic coming in Tradesman, Express, SLT, and Warlock. For some reason the SLT has disappeared from the automaker's online configurator at the time of writing, but this could be a temporary pause due to any number of unusual situations in the auto industry happening now. Two years ago, though, the Classic offered nine trims, so rationalization isn't new for the line. Next year will also bring Regular Cabs with the 6'4" or 8' beds, Quad Cabs with the 6'4" bed, and Crew Cabs with the 5'7" or 6'4" bed. The first thing that's new is the step up to Uconnect 5 for the Electronics Group, on the same 8.4-inch touchscreen found across Ram, Dodge, and Chrysler products. MI says the guide also shows Uconnect 4C NAV as a standalone option. At the moment, that's a $795 extra that can only be had on the Warlock, and requires the $795 Electronics Group. MI didn't specify if the other three trims would get the option and if standalone truly means standalone. The only change we spot is no mention of an HD radio, which could be a matter of this being an early order guide, or a victim of the chip shortage, or something else. What's left out of the order guide for now is one convenience item, and one work item we figure Tradesman Classic buyers will miss. The first is the power sunroof, the $1,095 option nowhere to be seen, the second is the Ram Box storage system, the $1,295 also gone AWOL. What's been added are a couple of packages for getting more out of the truck when it's time to hit the dirt. The 2021 Tradesman offers a $745 Off-Road Package for some configurations that bundles tow hooks, a front suspension skid plate, anti-spin rear differential, extra-heavy-duty rear shocks, 265-section all-terrain tires, and either a 3.92 or 3.55 final drive. Next year, according to the guide, the package picks up a couple items offered in the current-gen Ram's Off-Road Package, adding a skid plate for the transfer case, a higher ride height — but we don't know by how much, a full-sized spare tire, and it specifies Yokohama tires. The package costs $840 for the current Ram right now, so the Classic price could go up considering the extra gear. Related video: This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings.

Ram HD Pickup Lineup First Drive Review | The torque king cometh

LAS VEGAS — Ram is thriving. The truck brand is coming off its best sales year ever, and its all-new 2019 Ram 1500 has won just about every truck award there is to win, including North American Truck of the Year. Now Ram is launching the world's torquiest pickup truck ever, the new 2019 Ram Heavy Duty. The burliest version packs 1,000 pound-feet of twist, but there's a lot more to this truck than its obscene amount of low-end grunt. It's also the quietest, most comfortable, and most refined heavy-duty pickup Ram has ever made. Most power, payload and towing The 2019 Ram Heavy Duty isn't exactly all-new. It's more of a major refresh, the HD's first since 2014 and the second since this generation debuted in 2010. The truck is now infused with much of the styling, technology and much of the interior of its light-duty little brother, the Ram 1500. Only the HD's cab, doors and bedsides are essentially unchanged, along with its 6.4-liter Hemi V8, which is now standard on all 2500 and 3500 models. The unpopular 5.7-liter Hemi is no longer available. Ram continues to offer two versions of its Cummins inline six-cylinder diesel power on all models except the 2500 Power Wagon. The 6.7-liter Cummins Turbo Diesel, which costs an extra $9,100, and the High-Output version have both been reengineered for more power, more durability and significantly less noise. The Cummins still pumps out 370 horsepower at 2,800 rpm, but its torque output has jumped from 800 to 850 pound-feet at 1,700 rpm. The HO version, which is only available on the 3500, gets a 15 hp bump to 400 hp at 2,800 rpm, and its torque climbs from 930 to that magical 1,000 lb-ft at 1,800 rpm. Redline remains at just 3,250 rpm, and a column-shifted six-speed automatic still backs both engines. Hemi models, including the Power Wagon, have been upgraded to an 8HP75R eight-speed from ZF and a dash-mounted rotary shifter. The Hemi's power ratings are unchanged at 410 hp and 429 lb-ft of torque, but the V8 now has a more advanced cylinder deactivation system for improved fuel economy and smoother operation when only four of its cylinders are firing. The eight-speed's gearing also betters the Power Wagon's crawl index from 35:1 to 51:1 for improved low-speed off-roading. Most Ram HD buyers spring for the diesel. The most popular model is the 2500 4x4 Crew Cab Laramie with the Cummins, but trucks with the 6.4-liter and the new eight-speed feel considerably quicker on the road. Even the big boy 3500s.